N.B.: Kenya
is on East Africa Time (EAT). EAT = UTC + 3 hours.
For transport to/from SNP, we have chartered two Cessna Grand Caravan 208B
aircraft (with cargo pod) from Boskovick Air Charters*
for 13 passengers (in total).
One aircraft will carry seven passengers, and the other six passengers.
We will meet at
Boskovic Air office at Wilson Airport, Nairobi at 6:30 AM EAT, for a
wheels-up 7 AM EAT departure directly to SNP arriving at about 10
AM EAT (cruise speed ~ 150 kts true air speed).
* Boskovick Air Charters Contact Information:
(1) T.A.D. WATTS, MANAGING DIRECTOR
(2) JOHN MUIKIA, OPERATIONS MANAGER
Z. BOSKOVIC
AIR CHARTERS LTD
P.O. BOX 45646 00100
GPO, NAIROBI, KENYA
TEL:(254-20)
6006364,6006432,6001341,6000802,6000741,6002026.
MOBILE CELL 0733
600208 OR 0722203852.
FAX: (254-20) 6009619
www.boskovicaircharters.com
NOMINAL PLAN -- ASSUMING CLEAR SKIES:
We plan to observe the eclipse from
the ground at SNP.
C1 occurs at 4:30 PM EAT and Totality at 5:25 PM EAT. So, we should
have ample time (~ 6-1/2 hours margin without contingency before C1
& ~ 7-1/2 hours before totality) to set up after arrival on site at
appx 10 AM EAT.
After totality we can elect to either return to Nairobi that night, or stay overnight at SNP and
depart the next morning.
• This is a decision we do not need to make in
advance of the eclipse and we can keep this option open.
• This decision can be separately made for
each aircraft.
• Note: In either case the aircrafts will be
provisioned with supplies for a minimal "fly camp",
to enable
an overnight stay in the event an overnight stay is required for any
reason.
The aircraft can fly
after sunset (6:20 PM EAT), but cannot
take off from SNP after sunset.
Note that the sun sets
in 12.3% magnitude partial eclipse at 6:20 PM EAT (~ 7.5 minutes prior
to C4 that will not be seen from SNP).
If there is a desire to remain at the eclipse site to watch watch the
Sun set in partial eclipse from the eclipse site, this will then
require an overnight stay.
If we elect to return (one or both aircraft) that
evening, we must pack up and be back in the aircraft prior to sunset
with partial egress in progress:
• To return to Nairobi on the evening of the
eclipse, we have 55 minutes after totality to pack up and be on the
aircraft.
• Any longer time will necessitate a stay
overnight.
CONTINGENCY PLANS
While we intend
to observe from the ground, the aircraft charter plans we have in place
allow us some contingency against the possibility of low (< 12, 500
ft = appx 4 km AMSL) cloud cover, as an "backup" option, to observe
from the air. Not all (sunside) windows on the The Cessna Grand
Caravan 208 B aircraft are useful for this purpose. This is a
high-wing aircraft, and in mid-cabin the high-wing would obscure the
Sun at an altitude of ~ 12 degrees above the horizon. Each
aircraft could (from viewing-access considerations alone) accommodate a
maximum of seven eclipse viewers utilizing a combination of four
observers using an open top-half cargo door (on the left side of the
aircraft) and up to three other sharing windows unobscured by the
wing. For this reason we (initially) constrained the charter to
no more than seven passengers per aircraft. This,
serendipitously, played well into the operations plan given the
aircraft endurance with payload weight without refueling. By
limiting the maximum number
of passengers to seven in each aircraft, and then with 722 kg of total
service payload weigh in each aircraft, it is possible to fly and
return from Sibiloi NP with allowance for an additional up to 1 hour of
flying time after return take-off without refueling to seek clear skies
if needed to observe aloft. This augmented endurance is enabled
then by removing five (then unused) of twelve PAX seats (reducing
further the aircraft gross weight). With this, we have been
watching our mass margins very carefully using actual passenger
weights, estimates of personal gear weight, consumables (food, water,
etc.), and "fly camp" weight and in combination, without pushing
margins, can "comfortably" carry a total of thirteen passengers.
We will fly with this constraint, and configuration, to maintain a
contingency capability to observe by air if the weather dictates.
FYI - I had previously analyzed, and summarized, the probabilities for
circumstanes under which we might choose to elect the
airborne-observation cloud contingency plan outlined below, given
assumptions about the historical and prevaling weather patterns as
described HERE.
In conclusion, the following eclipse-observing "expectations"
were inferred:
Expectation of seeing the eclipse from the ground: 65% +/- 15%
Expectation of cloud-out with inability to fly: 6%
Expectation of "need" to fly: 29%
Expectation of seeing totality fron the air 12.5kft (in clear
skies or optically thin clouds) = 70%
But please see the
linked analysis for details and assumptions.
CLOUD CONTINGENCY #1 (CC #1) --
Low (< 12,500 ft AMSL) Cloud-Cover Over SNP:
If low cloud (that
the aircraft can fly above)
covers the area in and around SNP posing a high risk of obscuring
totality, the aircraft can be used to observe the eclipse above such
clouds. The
possibility of and option for a CC #1 flight has been baselined into
the aircraft charter with allowance for up to one additional flying
hour than the time required for a direct return from SNP to Nairobi.
A decision to exercise CC #1 must be made no later than appx 1/2 hour (TBD)
before C2 with then an immediate take-off.
If a cloud-avoidance flight is invoked to observe
totality, the aircraft will not return to SNP following totality, but
will return to Wilson airport, Nairobi after observing totality.
Thus, all must be cognizant of the potential need for an immediate
take-off (with planned ground equipment stowed), prior to a CC#1
take-off.
It is assumed that with a CC #1 scenario, the
eclipse will be observed at 12, 500 ft AMSL - the highest
altitude that can be utilized.
The basic scenario for key part(s) of such a by-air observation flight
plan ~ 12.5 kft are illustrated below. The
centerline track of the Moon's shadow at 12,500 ft (yellow dots) is
shown in position increments of one second in UTC. A point along
this at-altitude track is chosen for a by-air mid-eclipse intercept,
with the aircraft then flying to have the Sun directly out the left
side windows (heading - solar
azimuth plus 90 degrees). The time-correlated approach to this
point is worked "backwards" in time from this interception in time and
position. Here the point chosen for a mid-eclipse intercept on
the 12,500 fr centerline track corresponds to a time of passage of the
center of the lunar shadow of 14h 25m 25s. Other
time-correlated points may be selected (or necessary for in situ cloud
conditions). This particular points favored because it
represents a minimal additional flying distance from SNP, and is
on the east side of the park, so the aircraft will pose no
line-of-sight
issues for any observers on the ground at SNP observing the Sun to the
west.
Prior to reaching this point of "mid-eclipse
intercept" the aircraft would assume straight-and-level flight with the
sun also straight out the left side of the aircraft (heading = solar
azimuth angle plus 90 degrees). We assume here, for this
"totality run" final approach to the mid-eclipse intercept, a
ground speed (= airspeed with no wind) of 100 kts to reduce wind
buffetting in the cabin
with the cargo door open to provide for additional
eclipse-viewing. The aircraft would be in this "totality run"
segment prior to mid eclipse for two minutes after completing a left
turn onto that
track.
The aircraft must turn
onto the "totality run" from a base
leg (dotted line) at a time appropriate to enable the time-correlated
mid eclipse intercept. Specific
times are given for the specific set of assumptions illustrated, but in
detail will depend upon specific in situ conditions and "tunable"
parameters. In particular the mid-eclipse intercept point chosen
(which may be weather dependent), ground speed (wind dependent), and
based on performance assumptions. E.g. here we assume a basel leg
ground speed of 125 kts (to allow for unfavorable winds w.r.t. nominal
150 kt cruise), and a turn ruadius/duration assuming a 20 degree
bank. These "tunable" details will be discussed with Boskovick
Air Charters and well bounded before the eclipse.
The aircraft would take-off from SNP well-prior
to C2 and ascend to (nominally) 12.5 kft and fly to a point to
entry point into a"base leg" (dotted line). That entry point will
depend upon the take-off time - the earlier, the further west along the
base leg. The illustration shows where (and when) the aircraft
must be on the base leg, for example, 12 and 6 minutes prior to
initiating the turn onto the totality run. The ground track of
the base leg is south of and parallel to the path of totality, a
distance of 3.3 nm
south of centerline for an aircraft ground speed of 125 kts in this
specific example. At the appropriate time
to enable flying centrally through the lunar shadow as it passes over
the aircraft, the aircraft will
execute a left turn onto a "final approach" onto the "at altitude"
totality run.
The time-correlated location of the path of
totality is dependent upon the altitude AMSL, Hence, adjustments to the
specific case illustrated, with allowance for wind, etc. would be made
if a different flight
altitude were to be used. In this illustration, the path of
totality at sea level (darker
region) is illustrated with its indicated-blue centerline. The
path itself shifts in position and time with altitude AMSL. Here,
the track of the center of the Moon's shadow track at 12,500 ft
altitude at 12.5 kft in one second increments in UTC . Note the
track at 12.5 kft shifts slightly south with respect to sea level
(about half a nautical mile), but also about 4 seconds in UTC - which
is substantial (about 8 nautical miles) given the speed of the Moon's
shadow. E.g., at 12,500 ft mid-eclipse intercept point shown here at
12h 25m 25s UTC, observers on the ground would be experience
mid-eclipse at 12h 25m 21s UTC.
CLOUD CONTINGENCY #2 (CC #2) --
In Search of Clear Skies at > 12,500 ft AMSL
If cloud-tops
> 12.5 kft pervade the area in the immediate region of SNP, we will
use the appx 1 hr available additional flying time to reposition the
aircraft to an alternate region along centerline where clear skies
above may be found. This, for operational reasons, is more likely
to extend westward (toward and even over Uganda if necessary), then
eastward (but not beyond the Ethiopian border). It is conceivable
to fly as far west as appx. Gulu, Ethiopia in an effort to find clear
skies. A similar
mid-eclipse intercept scenario as
illustrated for CC #1 would be executed, but in the case of a recon leg
to clear skies westward of SNP, the turn onto the totality run would be
approached from the east, not the west.
Post eclipse, however, refueling then may be necessary, but a landing
in Uganda is not permissible/possible and choices are small in Kenya
for a night-landing refueling. Likely this would necessitate a
landing in Eldorat. In this case, with a return refueling stop,
an additional cost of charter for each aircraft of ~ $1200 - $1400 USD
is anticipated.
Aircraft Utilization: Mass (Weight)
Considerations/Constraints
Due to a
combination of aircraft operational and performance constraints,
coupled with our requirements to maintain the ability to exercise cloud
contingencies #1 and #2, each aircraft will have a maximum total
payload weight allowable to us (exclusive of pilot, fuel, etc.), as
noted above, of 722 kg (1592 lbs) on take-off from Nairobi, or a
combined maximum weight for both airplanes together of 1444 kg (3183
lbs).
To assure compliance - with margin -
passenger body weights plus personal effects, consumables, and common
payloads is tracked based on information provided by all group
participants. This information for PAX body weight and personal
effects is plotted below for the group's information
("anonymously" using a passenger tracking number (assigned by
me)). Variances in these weight data will need to be reviewed for
compliance prior to flight. Our
TOTAL allowance for each aircraft must also allow for the following...
Here is the estimated weight utilization current
status, with weights in integral pounds, and my (on the side of
caution) conservative estimations with some assumptions as previously
reviewed by TAD (Boskovick).
(1): As above, our max payload weight for each
aircraft is 722 kg (1592 lbs), or a combined max weight of 1444 kg
(3183 lbs).
(2): Below is a chart that shows, based on the
information provided by all, your current body weights and est. of
personal items (binoculars, cameras, other) you will take with
you. This was based on information that is several months
stale. Please review and let me know individually of any
changes. In the graph below passenger numbers are simply
monotonic with body+payload weight for my tracking. COMBINED,
with the current 13 PAX load to be distributed between the two
aircrafts totals 2678 lbs
(1215 kg).
(3): Common Essential Payload* (combined both aircraft) not in (2)
personal items:
(a) Water - I assume 1 gallon per
person: 8.33 lbs/gal
(b) Food (allowing for
overnight):
3 lbs/person
(c) Basic Overnight Camp
Gear:
8 lbs/person
=============
Total per person common
payload:
19.33 lbs
x 13
persons
251.3 lbs (115.0 kg)
(4): With (2) and (3) we currently have a total payload weight for both
aircrafts combined of 2929 lbs.
(5): With the above we currently have a total two-aircraft margin of
3183 lbs - 2710 lbs = 253 lbs (136.5 lbs per aircraft, without
contingency), i. e., an ~ 8% mass-budget margin with zero reserve.
(5) The above
8% mass margin, if fully consumed with no reserve could allow up to an
additional 18 lbs of personal gear per passener and/or (within that
allocation) additional common cargo. TAD has affirmed of the
ability to shift cargo (personal and common payload) and weight
between the two aircraft to balance out the individual weights not to
exceed 1422 lbs each. Thus, some additional "gear" for
individuals beyond the current self-indicated needs as whown in the
figure above (item 2) is possivel - but see item 6.
(6) I stongly suggest we not a priori plan for zero reserve, but
on/after arrival in Kenya plan for a 5% reserve to be utilized as for
supplemental supplies as we may find necessary.
Thus (as of 28 August 2013) if anyone finds a need to increase their
individual personal effects weight by a small amount, please let me
know. This likely could be to some extent accomodated, but I am
keeping track of our mass budget to the closest kilogram.
The "Group"
This is not a commercial
venture or "tour", simply a group of like-minded, die-hard, eclipse
chasers who have come together with common interest and priorities for
observing TSE 2013. The group (following the "instigator at
large, in alphabetical order) consists of 13 people as follows:
Glenn Schneider
gschneider@as.arizona.edu
Catalin
Beldea catalin@astrofoto.ro
Rick
Brown kidinvs@aol.com
Charles
Cooper rainbows.at.rpi.dot
Rowland Burley :-)
itsrab@netvigator.com
Jay Friedland
j@cinemagic.com
Benno
Friedland (Jay's son)
Stephen Kolodny
Kolodny@Kolodny-Anteau.com
Dan McGlaun
dan@mcglaun.com
Joel
Moskowitz
eclipseshooter.joelmoskowitz@verizon.net
Matthew
Poulton mpoulton@hotmail.com
Bob
Pine
bobpine@aol.com
Craig
Small
eclipseman1@optonline.net
Pre(/Post) Lodging in Nairobi
For logistical ease (and
camaraderie), though we each have different international arrival and
departure schedules, there is benefit to us all to be co-loacated at
the same hotel while in Nairobi. The suggested hotel that several
of us are now booking at is the Kenya Comfort Hotel SUITES which is
conveniently located in proximity (in a safe area) and easy access to
both the downtown area and the Wilson airport. Thier web site is
here:
http://www.kenyacomfort.com/
Rick Brown has kindly arranged for a block of rooms for out "group" for
those who may want them (at a 10% discount). So please contact
Rick (kidinvs@aol.com before
(or rather than) booking individually directly with the hotel.
Please note this is for the Kenya Comfort Hotel SUITES and not the Kenya Comfort Hotel (this
is inverted from the original idea)
that is a different facility at a different location (but found on the
same web site).
Post Eclipse Safari
Entirely SEPARATE
from eclipse plans, several (currently five) in this group have booked
an all-inclusive
4-day/3-night by-road game-drive safari to Lake Naruku and Massa Mara
leaving Nairobi with Go Kenya Tours & Safaris - a locally
well-reputed safari tour operator:
http://www.gokenyasafari.com/.
(The company and its safari products have very favorable reviews on
Trip Advisor). This particular safari is described on their web site
here:
http://www.gokenyasafari.com/nairobi%20safaris/4daymasanakur.html
Arrangements
have been made for a departure (hotel pickup) early AM on November 5,
and return late afternoon November 8 (hotel and/or airport drop off).
Note: They earlier responded to an inquiry I had made with some
additional details that is
reproduced verbatim below.
The cost of this, fully
inclusive of meals, lodging, vehicle, driver, etc. (see details) is
$900 pp.
If any others are interested please let me know.
Dear Glenn,
Thank you very much for your email
and information ... As
per your details we have availability as per your indicated Dates
{5 Nov - 8 Nov}.
This trip would be a private safari
with a private safari vehicle and a private driver guide for the entire
Trip. Price for this trip depends on Level of accommodations and the
Price indicated was for the year 2012 below is the Updated Rates;
Pricing Depends on the level of
accommodations as shown Below.
Itinerary at a Glance
Day 1: Nairobi – Lake Nakuru National
Park.
Day 2: Nakuru - Maasai Mara Game
Reserve
Day 3: Maasai Mara Game Reserve
Day 4: Maasai Mara Game – Nairobi
Detailed Itinerary
Day 1:Nairobi – Lake Nakuru National
Park
This morning after breakfast proceed
to Lake Nakuru National Park
also known as the greatest ornithological spectacle in the world. Arrive at Lake Nakuru National Park with
a game drive enroute to your
booked lodge or Camp in time for lunch. After lunch proceed for afternoon game-drive. Dinner &
Overnight at Lodge (L,D)
Day 2:Lake Nakuru- Masai Mara
After an early breakfast drive to the
world famous Masai Mara Game
Reserve arriving in time for lunch with a short game drive enroute to your booked camp or Lodge, upon
arrival check in and have Lunch.
Enjoy a late afternoon game-drive in one of the world’s finest game reserves. Dinner & Overnight at Lodge or Camp
(B, L, D)
Day 3:Full day Maasai Mara
Full day in Maasai Mara with the
option of an early morning Balloon. Ride followed by Champagne Breakfast
(Extra Cost) or early morning
game drive in search of the great predators. On the plains are enormous herds of grazing animals plus
the elusive Cheetah and
leopard hiding amidst acacia tress. Afternoon at leisure followed by an evening game drive. Optional visit to a village of the Maasai
people (extra cost) to witness
the singing and dancing that are part of their daily lives and sacred rituals. Dinner & Overnight at Lodge or Camp
(B, L, D)
Day 4:Maasai Mara – Nairobi
Early morning game drive followed by
breakfast then time to say
goodbye to Maasai Mara and proceed back to Nairobi arriving in the afternoon. lunch at Carnivore Restaurant
before drove off at the
Nairobi City hotel or Airport.
Price Depends on The Level of
Accommodation.
Option 1: LUXURY
2 nights at Ashnil Masai Mara /
Sarova Masai Mara
1 night at Lake Nakuru sarova Lion
Hill.
Package Price Per Person USD $ 1320.
Option 2: ECONOMY
2 Nights at Sopa Masai Mara Lodge/ Ol
Moran Luxury Tented Camp
1 Night at Lake Nakuru Lodge/ Flamingo
Package Price Per Person USd $ 900
Price Includes;
-Airport Transfers.
-Rescue Insurance (AAR)
-Full board accommodation whilst on
safari on five Star Lodges and
Camps
-Meal plan as described, B=Breakfast,
L=Lunch and D=Dinner.
-Accommodation in double room sharing.
-All park entrance fees to include
government taxes and service of
an
-English speaking professional
driver/guide.
-3 game drives Per Day.
-1 Liter of Recommended Mineral water
Per Person Per Day.
-Exclusive transport in a safari tour
mini bus 4 x 4 with a game
viewing roof hatch and UHF
radio.
Price Does Not Include;
-Tips
-Laundry
-Drinks
-Items of a personal nature.
Recommended you carry;
Warm Clothing.
Cameras.
Chargers for your Cameras or Phones.
Swimming Costumes.
Comfortable non Light colored
Clothing for Game drives. Example avoid white clothing.
NOTE:
To secure the booking we request the
following;
Full Names of Travellers;
Dates we Know its 5- 8:
Inform us where we will pick you up.
Finaly a deposit of 30% is required
to Confirm the Booking , This amount Goes to paying your accommodations.
Below is our company accounts;
USD $ Account
Account Name: To Go Kenya Tours and
Safaris
Bank: Barclay's Bank of Kenya
Branch: Bamburi Mombasa
Account Number: 2022688378
Barclay Bank Kenya
Swiftcode:BARCKENX
Bank Code is - 03
Branch Code is 128
Company Physical address
To Go Kenya Tours and Safaris
Mombasa Road
Vision Plaza, 3rd Floor Suite 10A.
Nairobi Kenya
P.o.Box.18066-00100
Visa Requirements
If you haven't found it yet, Kenya tourist visa
requirments and an application form for U.S. Citizens (others please
inquire with the Kenyan representatives for your countries) may be
found here:
http://www.kenyaembassy.com/visa.html
Health Recommendations
Please see (and heed!) the latest advise
regarding Travel Health recommendations (vacinations, preventatives,
etc.) from the Center for Disease Control and Prevention at:
http://wwwnc.cdc.gov/travel/destinations/traveler/none/kenya